Multifunction dynamic visual display for interactive user experience

ABSTRACT

An integrated multifunction dynamic display system and method for an air vehicle that provides an interactive user experience. The system is based around an array of multifunction display nodes that are disposed throughout the air vehicle. The multifunction display nodes are connected through a databus or network such that the display nodes can operate individually or in combination to create a desired interactive experience. The nodes can include interior lighting, exterior lighting, interior displays, exterior displays, and windows. The multifunction dynamic display system can be used to control or otherwise provide interior lighting or displays, loading/unloading instruction, inflight entertainment or information, emergency notification and instruction, augmented reality, external lighting and displays. In addition, the multifunction dynamic display can be configured for each passenger.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application claims priority to, and the benefit of, co-pending U.S.Provisional Application 63/108,090, filed Oct. 30, 2020, for all subjectmatter common to both applications. The disclosure of said provisionalapplication is hereby incorporated by reference in its entirety.

FIELD OF THE INVENTION

The present invention is directed to a multifunction dynamic visualdisplay for an interactive user experience system, method and apparatus.It finds particular, although not exclusive, application tomulti-surface component presentation displays in air vehicles, forexample providing interactive displays for a full-scale, clean fuel,electric-powered (low or no emission) vertical takeoff and landing(eVTOL) on-board fuel cell powered electric multirotor aircraft,including Advanced Air Mobility (AAM) aircraft, where the fuel cellmodule or other on-board source of power transforms hydrogen and oxygeninto electricity that is then used to power and operate multiplecomponents via network or other interfaces including components of themultifunction dynamic visual display system. By using the output orresults of measurements performed by onboard sensor devices to informcomputer processors monitoring operating conditions, the displays,methods and systems can use data related to passengers, vehicles, orflight paths to improve air vehicle operability, safety, comfort, anduser experience.

BACKGROUND

Although reduced scale multirotor aircraft (sometimes calledmulti-copters) are not new, they have been reduced scale models notintended for the rigors or requirements of carrying human passengers,and are mostly used either as toys, or for limited-duration surveillanceor aerial photography missions with motion being controlled byradio-control remotes, or for flying pre-planned routes. For example, USPatent Application 20120083945 relates specifically to a reduced scalemulti-copter, but does not address the safety, structural, or redundancyfeatures necessary for an FAA-certified passenger-carryingimplementation, nor any of the systems required to implement apractical, passenger-carrying vehicle with fault-tolerance andstate-variable analysis, nor any way of generating its own power fromfuel carried on-board. The dynamics, safety and information requirementsof providing a full-scale air vehicle capable of safely and reliablycarrying human passengers and operating within US and foreign airspaceare significantly different that those of previous reduced scale models.

A large volume of personal travel today occurs by air. For destinationsof more than 500 miles, it has historically been the fastest travel modeand, in terms of injuries per passenger mile, the safest. However, onlyabout 200 hub and spoke airports exist within the US, placing much ofthe population more than 30 minutes away from an airport. Yet there areover 5,300 small control-towered regional airports, and over 19,000small airfields with limited or no control towers throughout the US,placing more than 97% of the population within 15 to 30 minutes of anairfield. As many have noted before, this is a vastly under-utilizedcapability.

In the 21st Century, the opportunity is available to apply advancedtechnologies of the evolving National Airspace System (NAS) to enablemore-distributed, decentralized travel in the three-dimensionalairspace, leaving behind many of the constraints of the existinghub-and-spoke airport system, and the congestion of the 2-dimensionalinterstate and commuter highway systems.

Many large cities and metropolitan areas are virtually gridlocked bycommuter traffic, with major arteries already at or above capacity, andwith housing and existing businesses posing serious obstacles towidening or further construction. NASA, in its ‘Life After Airliners’series of presentations (see Life After Airliners VI, EAA AirVenture2003, Oshkosh, Wis. Aug. 3, 2003, and Life After Airliners VII, EAAAirVenture 2004, Oshkosh, Wis. Jul. 30, 2004) and NASA's Dr. BruceHolmes (see Small Aircraft Transportation System—A Vision for 21stCentury Transportation Alternatives, Dr. Bruce J. Holmes, NASA LangleyResearch Center. 2002) make the case for a future of aviation that isbased on the hierarchical integration of Personal Air Vehicles (PAV),operating in an on-demand, disaggregated, distributed, point-to-pointand scalable manner, to provide short haul air mobility. Such a systemwould rely heavily on the 21^(st) century integrated airspace,automation and technology rather than today's centralized, aggregated,hub-and-spoke system. The first, or lowest tier in this hierarchicalvision are small, personal Air Mobility Vehicles or aircraft, allowingpeople to move efficiently and simply from point-to-any-point, withoutbeing restricted by ground transportation congestion or the availabilityof high-capability airports. Key requirements include vehicleautomation, operations in non-radar-equipped airspace and at non-toweredfacilities, green technologies for propulsion, increased safety andreliability, and en-route procedures and systems for integratedoperation within the National Airspace System (NAS) or foreignequivalents. Ultimate goals cited by NASA include an automatedself-operated air vehicles, and a non-hydrocarbon-powered air vehiclesfor intra-urban transportation. NASA predicts that, in time, up to 45%of all future miles traveled will be in Personal Air Vehicles.

Therefore, described here is a multifunction dynamic visual display foran interactive user experience system to manage data and provideenhanced user interaction in a full scale multi-copter implementationthat finds applications for commuting, for recreation, for inter-citytransportation, for industrial, for delivery, or for security andsurveillance applications among others with or without human passengerson board, based on state-of-the-art electric motor and electronics andcomputer technology with high reliability, safety, simplicity, andredundant control features, with on-board capability to generate its ownelectrical power (as opposed to simply consuming energy previouslystored in electro-chemical batteries), coupled with advanced avionicsand flight control techniques.

Generally, multirotor aircraft have been reduced scale models notintended for the rigors or requirements of carrying human passengers. Asa result, these devices generally rely upon simplistic power productionsystems that include basic batteries, heat sinks, and electric motorsbut lack the internet connectivity, interactive data transmission forpre-flight, in-flight and post-flight passenger instruction, internallighting, window mechanisms, seating components, entertainment screens,safety features and guidance, viewing aids, ambience adjustment, climatecontrols, cooling fans, monitoring devices, passenger communication,comfort devices, and emergency equipment and procedures that passengercarrying powered vehicles commonly provide.

The dynamics and integrity requirements of providing a full-scale airvehicles capable of safely and reliably carrying human passengers aresignificantly different that those of reduced scale models. Such avehicle requires state-of-the-art electric motors, electronics andcomputer technology with high reliability, safety, simplicity, andredundant control features, with on-board capability to generateelectrical power, coupled with advanced avionics, flight controltechniques and user safety features. Generating and distributingelectrical power aboard the air vehicle presents several challengesincluding inefficient performance and consumption of resources,pollution, greater cost, greater weight or space consumption,restrictions on vehicle configuration, and unwanted vehicle componentcomplexity and redundancy.

Generating electrical power using a fuel cell is an attractivealternative. A fuel cell consumes the fuel with the net result of thetwo redox reactions producing electric current which can be used topower electrical devices, normally referred to as the load, as well ascreating water or carbon dioxide and heat as the only other products. Afuel, for example hydrogen, is supplied to the anode, and air issupplied to the cathode. A catalyst at the anode causes the fuel toundergo oxidation reactions that generate ions (often positively chargedhydrogen ions or protons) and negatively charged electrons, which takedifferent paths to the cathode. The anode catalyst, usually fineplatinum powder, breaks down the fuel into electrons and ions, where theelectrons travel from the anode to the cathode through an externalcircuit, creating a flow of electricity across a voltage drop, producingdirect current electricity. The ions move from the anode to the cathodethrough the electrolyte. An electrolyte that allows ions, oftenpositively charged hydrogen ions (protons), to move between the twosides of the fuel cell. The electrolyte substance, which usually definesthe type of fuel cell, and can be made from a number of substances likepotassium hydroxide, salt carbonates, and phosphoric acid. The ions orprotons migrate through the electrolyte to the cathode. At the cathode,another catalyst causes ions, electrons, and oxygen to react. Thecathode catalyst, often nickel, converts ions into waste, forming wateras the principal by-product. Thus, for hydrogen fuel, electrons combinewith oxygen and the protons to produce only generated electricity, waterand heat.

Fuel cells are versatile and scalable and can provide power for systemsas large as power stations or locomotives, and as small as personalelectronic devices or hobby drones. The fuel and the electrolytesubstance define the type of fuel cell. A fuel cell uses the chemicalenergy of hydrogen or another fuel to cleanly and efficiently produceelectricity. Fuel cells create electricity chemically, rather than bycombustion, so they are not subject to certain thermodynamic laws thatlimit a conventional power plant (e.g. Carnot Limit). Therefore, fuelcells are most often more efficient in extracting energy from a fuelthan conventional fuel combustion. Some fuel cells need pure hydrogen,and other fuel cells can tolerate some impurities, but might need highertemperatures to run efficiently. Liquid electrolytes circulate in somecells, which require pumps and other additional equipment that decreasesthe viability of using such cells in dynamic, space restrictedenvironments. Ion-exchange membrane electrolytes possess enhancedefficiency and durability at reduced cost. The solid, flexibleelectrolyte of Proton Exchange Membrane (PEM) fuel cells will not leakor crack, and these cells operate at a low enough temperature to makethem suitable for vehicles. But these fuels must be purified, thereforedemanding pre-processing equipment such as a “reformer” or electrolyzerto purify the fuel, increasing complexity while decreasing availablespace in a system. A platinum catalyst is often used on both sides ofthe membrane, raising costs. Individual fuel cells produce only modestamounts of direct current (DC) electricity, and in practice, requiremany fuel cells assembled into a stack. This poses difficulties in airvehicle implementations where significant power generation is requiredbut space and particularly weight must be minimized, requiring a moreefficient method to implement the relevant chemical reaction,electromagnetic, and thermodynamic principles in a variety of settingsand conditions to achieve viable flight performance, while replacingrequired information and data conveyance to users that was formerlyperformed by personnel or dedicated components that no longer meet spaceor weight requirements.

When providing passenger transport in a multirotor aircraft, thesefunctions that would be carried out by service personnel or dedicatedcomponents in larger transport category aircraft must still be carriedout but must be fit within requirements for greatly reduced physicalspace and mass requirements, and so must be consolidated into electronicand visual means without the need for a cabin attendant, using fewer,lighter components that perform the necessary functions, therebyreducing part count while increasing the flexibility andinteroperability of important components and devices. Automated displaysand interactive information presentation must replace several requiredsafety, comfort and experience functions including but not limited todirecting passengers along the proper route to an assigned seat,providing a reference to locate vehicle features and trip data,indicating safety features and the location of emergency features orevacuation routes, and providing instructions to embark, disembark, beseated in the proper seat, retrieve luggage, notification of aconnection, indication of arrival, when to fasten seatbelts or similarrestraints, where to look for assistance with internet connectivity,where to obtain messaging or additional assistance. Messages andguidance can be provided via display panel, or via “smart glass” wherethe window itself becomes part of the messaging infrastructure. Messagesmay also be embodied on the sided, rear, or bottom of the vehicle toserve as caution, warning, or advertising displays while on the groundor in flight.

SUMMARY

There is a need for an improved lightweight, reliable, multifunctiondynamic visual display system, method and apparatus for an interactiveuser experience in vehicle applications including a full-scale, cleanfuel, electric-powered VTOL aircraft that leverages advantageouscharacteristics in its design to improve efficiency and effectiveness todynamically meet various display needs of an aircraft (includingAdvanced Air Mobility aircraft) while using readily available resourcesinstead of consuming or requiring additional resources to function atpreferred operating conditions for efficient vehicle performance.Further there is a need to replace functions performed by servicepersonnel or dedicated components in larger vehicles while limiting thenumber, mass, and size of systems due to restrictions on the volume andmass of a vehicle required by constraints including flight parametersthat must be adhered to in order to successfully maintain vehicleoperation. The present invention is directed toward further solutions toaddress this need, in addition to having other desirablecharacteristics. Specifically, the present invention relates to asystem, method and apparatus for managing generation and distribution ofelectrical power using fuel cell modules in a full-scale verticaltakeoff and landing manned or unmanned aircraft, including Advanced AirMobility (AAM) aircraft, having a lightweight airframe fuselage ormultirotor airframe fuselage containing a system to generate electricityfrom fuels such as gaseous hydrogen, liquid hydrogen, or other commonfuels (including compressed, liquid or gaseous fuels); an electric liftand propulsion system mounted to a lightweight multirotor airframefuselage or other frame structure; counter-rotating pairs of AC or DCbrushless electric motors each driving a propeller or rotor; anintegrated avionics system for navigation; a redundant autopilot systemto manage motors, maintain vehicle stability, maintain flight vectorsand parameters, control power and fuel supply and distribution, operatemechanisms and control thermodynamic operating conditions or othervehicle performance as understood by one of ordinary skill in the art; atablet-computer-based mission planning and vehicle control system toprovide the operator with the ability to pre-plan a route and have thesystem fly to the destination via autopilot or to directly controlthrust, pitch, roll and yaw through movement of the tablet computer or aset of operator joysticks; and ADSB or ADSB-like capability (includingRemote ID) to provide traffic and situational awareness, weather displayand warnings. Remote ID, as utilized herein, refers to the ability of anunmanned aircraft system (UAS) in flight to provide identificationinformation that can be received by other parties consistent with rulesand protocols promulgated by the Federal Aviation Administration (FAA).Control system and computer monitoring, including automatic computermonitoring by programmed single or redundant digital autopilot controlunits (autopilot computers), or motor management computers, controlseach motor-controller and motor to produce pitch, bank, yaw andelevation, while simultaneously using on-board inertial sensors tomaintain vehicle stability and restrict the flight regime that the pilotor route planning software can command, to protect the vehicle frominadvertent steep bank or pitch, or other potentially harmful acts thatmight lead to loss of control, while also simultaneously controllingcooling system and heating system parameters, valves and pumps whilemeasuring, calculating, and adjusting temperature and heat transfer ofaircraft components and zones, to protect motors, fuel cells, and othercritical components from exceeding operating parameters and to provide asafe, comfortable environment for occupants during flight. Sensedparameter values about vehicle state are used to detect when recommendedvehicle operating parameters are about to be exceeded. By using thefeedback from vehicle state measurements to inform motor controlcommands, and by voting among redundant autopilot computers, the methodsand systems contribute to the operational simplicity, stability,reliability, safety and low cost of the vehicle. These same integratedcomponents managed by voting among redundant autopilot computers arefurther extended to provide a set of multifunction visual display nodesthat cooperate with the other systems to automatically display data andprovide an interactive experience that leverages redundantinterconnectivity of the system. In the event operating parameters areexceeded past set acceptable limits or safety factors, the emergencysystems may be engaged that provide passengers additional informationdisplays automatically to direct passengers to undertake appropriateaction or procedures without the need for intervention by aircraftpersonnel. Power is provided by one or more on-board fuel cell modulesfor generating electrical voltage and current, electronics to monitorand control electrical generation and controllers to control thecommanded voltage and current to each motor and to measure itsperformance (which may include such metrics as resulting RPM, current,torque and temperature among others). Fuel cell modules, motors, motorcontrollers, batteries, circuit boards, and other electronics must haveexcess or waste heat removed or dissipated. That heat exchanger, inturn, can help to cool the waste heat from the fuel cells or be employedto contribute to cooling the aircraft cabin for occupant comfort.Thermal energy that is a by-product of generating power, or storingliquid fuel and converting it into gaseous state, is used to provideheating and cooling in the passenger area of the vehicle. These systemsare further controlled using the multifunction visual display nodes toprovide for customizable user comfort in an easy to use interface.

This invention addresses part of the core design of a full-scale,clean-fueled, electric multirotor vehicle, particularly a full-scalemultirotor aircraft, also referred to herein as a multirotor aircraft, aPersonal Air Vehicle (PAV), an Air Mobility Vehicle (AMV), or AdvancedAir Mobility (AAM) vehicle, as one part of the On-Demand, WidelyDistributed Point-to-Any Point 21^(st) Century Air Mobility system. Forclarity, any reference to a multirotor aircraft herein, includes any orall of the above noted vehicles, including but not limited to AAMaircraft. Operation of the vehicle is simple and attractive to manyoperators when operating under visual flight rules (VFR) in Class E orClass G airspace as identified by the Federal Aviation Administration,thus in most commuter situations not requiring any radio interactionswith air traffic control towers. In other cases, the vehicle may beoperated in other airspace classes, in VFR and IFR (Instrument FlightRules) and Part 135 (aircraft for hire) operations, in the US or theequivalent regulations of other countries including, but not limited to,those with whom the US maintains a bilateral agreement governingaircraft certifications and operations.

Among the many uses for this class of vehicle are the next generation ofpersonal transportation including commuting, local travel, air taxiservices, emergency medical services, disaster-relief operations, andrecreation (as well as other uses) where operators need not have thelevel of piloting skills necessary for more complex, traditionalaircraft or helicopters. This evolution is referred to as Personal AirVehicles (PAV) or Air Mobility Vehicles (AMV). The vehicle also hasautonomous or unmanned application of utility to law enforcement, borderpatrol, military surveillance, emergency relief aid, and commercialusers.

The vehicle is equipped with redundant Autopilot Computers to acceptcontrol inputs by the operator (using controls commonly referred to as“joysticks” or sidearm controllers, or using the tablet computer'smotion to mimic throttle and joystick commands) and manage commands tothe electric motor controllers, advanced avionics and GPS equipment toprovide location, terrain and highway in the sky displays, and asimplified, game-like control system that allows even casual users tomaster the system after a brief demonstration flight. A tablet-computerprovides mission planning and vehicle control system capabilities togive the operator the ability to pre-plan a route and have the systemfly to the destination via autopilot, or manually control thrust, pitch,roll and yaw through movement of the tablet computer itself. Controlinputs can alternatively be made using a throttle for vertical lift(propeller RPM or torque) control, and a joystick for pitch (noseup/down angle) and bank (angle to left or right) control, or amulti-axis joystick to combine elements of pitch, bank and thrust in oneor more control elements, depending on user preferences. The autopilotcontrol unit or motor management computer measures control inputs by theoperator or autopilot directions, translates this into commands to thecontrollers for the individual electric motors according to a knownperformance table or relevant calculation, then supervises motorreaction to said commands, and monitors vehicle state data (pitch, bank,yaw, pitch rate, bank rate, yaw rate, vertical acceleration, lateralacceleration, longitudinal acceleration, GPS speed, vertical speed, airspeed and other factors) to ensure operation of the vehicle remainswithin the desired envelope. The same sensor, state, command and controldata processed by the tablet-computer mission planning and autopilotcontrol units or motor management computers can be additionally providedon demand to passengers or other users through a networked system ofindependently operating components that may include user interfaces,screens and other components such as ambient lighting, dynamicmessaging, smart windows or augmented reality displays. This data canalso be used by the system to alter lighting or displays to provide aninteractive user experience that increases comfort and enjoyabilitythrough selectable or automatically adjusting settings that respond todifferent environmental or operating conditions (e.g. raising lightlevels during night trips or blocking direct sunlight penetrating into acabin interior).

In accordance with example embodiments of the present invention, anintegrated multifunctional dynamic display system for an aircraft thatprovides an interactive user experience is disclosed. The systemcomprises an array of multifunction visual display nodes disposedthroughout the aircraft in communication with a databus or network. Eachnode includes at least one transceiver linking to the databus ornetwork; a processor in communication with the transceiver, a displayelement configured to alter function in response to commands receivedvia the databus or network.

The databus or network may be wired or wireless. In accordance withaspects of the present invention, the databus or network comprises aController Area Network (CAN) network. In other aspects, the databus ornetwork is an ethernet network or a wireless network using low-powerWi-Fi.

In accordance with aspects of the present invention, each node furthercomprises an audio output. In certain aspects, the audio output is aspeaker. In other aspects, the audio output is a surface transducer.

In accordance with aspects of the present invention, each displayelement has a dedicated electrical power line and a network connection,and a dedicated protocol address making each of the one or more displayelements uniquely addressable using CAN commands in an exampleembodiment enabling varying of display element output with a definedprotocol.

In accordance with aspects of the present invention, the processor ofeach of the multifunction visual display nodes can comprise one or moreof a central processing unit (CPU), a microprocessor, or a control unit,each collectively programmed to activate a respective one or more of themultifunction visual display nodes based on different patterns receivedby commands to create a borderless combined display across multiple ofthe multifunction visual display nodes disposed on a vehicle.

In accordance with aspects of the present invention, the display elementcomprises one or more of screens, light boards, lamps, smart windows,strips, arrays, surfaces, fixtures, beacons, LED chains, LED embeddedcomponents, LCD panels, and LED or LCD embedded surfaces. The displayelement can comprise an array of multicolor LEDS or similar devices todisplay data and information in human-readable form.

In accordance with aspects of the present invention, one or more of themultifunction visual display nodes can be disposed on interior and/orexterior surfaces of a vehicle to provide a comprehensive vehicledisplay controlled by one or more of interfaces, sensors, switches,actuators and controls. The system can be configured for a user deviceto accesses a control interface and input commands delivered to one ormore of the multifunction visual display nodes, altering output ofdisplay elements disposed on the vehicle. Also, a remote processor canbe configured to provide commands delivered to the multifunction visualdisplay nodes, altering output of the display elements disposed on thevehicle. Also, one or more onboard processors or sensors can beconfigured to provide commands delivered to the multifunction visualdisplay nodes, altering output of the display elements disposed on thevehicle. The commands delivered to the multifunction visual displaynodes, altering output of the display elements disposed on the vehiclecan be based on user information access from a stored user account. Theone or more of the multifunction visual display nodes can be inwardfacing and disposed on an interior of a vehicle. The one or more of themultifunction visual display nodes can be outward facing and disposed onan exterior of a vehicle to broadcast to persons below or outside thevehicle, including for information display, caution, warning, oradvertising purposes. The one or more display elements are linked todisplay a customizable borderless message comprising alphanumericcharacters digitally depicted by a plurality of LEDS.

In accordance with aspects of the present invention, one or moremultifunction visual display nodes can be configured for wirelessinternet connection such that the one or more multifunction visualdisplay nodes accessed via air-to-ground or ground-to-air networkingusing native processors of the communications networks or an on-boardcommunications hub together with one or more user devices or one or moredisplay elements comprising screens as a user interface. The one or moredisplay elements can be configured to alter streaming charactersrepresented by LEDS on a screen based upon downloadable output suppliedusing air-to-ground and/or ground-to-air networking.

In accordance with aspects of the present invention, one or more displayelements comprising lamps or LEDs and can be configured to receivecommand signals and/or varying voltage that accordingly alter one ormore of light color, light wavelength emitted, lighting level, lighttransmission through a medium, light reflection, light refraction, lightintensity, light brightness, light hue, luminosity, light positioning,light direction, light focusing, light timing, light flashing intervals,NAV display, lighting mode, menu item or projected message content. Thedisplay elements can comprise lamps or LEDs and can be configured toreceive command signals and/or varying voltage that accordingly alterone or more of focus, synchronization, or timing of multiple LEDS toproject light to a particular object within a vehicle interior. Vehicleor flight data can be selectively accessed by operation of one or moreof user interfaces, sensors, switches, actuators, control devices, touchscreens, touch controls, GUIs, consoles, remote processors, userelectronic devices, based upon programmed parameters associated with arequesting device and identified by the system using the processor andonboard or remotely stored data. The display elements can be configuredto receive command signals and/or varying voltage that altertransmittance of a set of one or more screens or windows to adjust anambient lighting level or opacity according to input user comfortpreferences. The display elements can be configured to receive commandsignals and/or varying voltage that alter a set of one or more screensor windows to provide an augmented reality display supplementinginformation related to objects viewed through the one or more screens orwindows. The display elements can be configured to receive commandsignals and/or varying voltage that alter functions according to one ormore onboard sensor outputs. The one or more onboard sensor outputs cancomprise output from one or more of an embedded or stand-alone air datacomputer, an embedded or stand-alone inertial measurement device,automatic computer monitoring by programmed single or redundant digitalautopilot control units, motor management computers, air data sensors,temperature sensors, thermocouples, thermometers, embedded GPSreceivers, GPS devices, inertial sensors, motion sensors, collisionsensors, proximity sensors, pressure sensors, pressure gauges, levelsensors, vacuum gauges, fuel gauges, fluid gauges, pump sensors,magnetic sensors, valve sensors, pressure safety valves, pressureregulators, pressure build units, monitor, air sensors and airflowoxygen sensors fuel cell modules configured to self-measure, motorcontrollers configured to self-measure and report parameters using theController Area Network (CAN) bus and sensor devices designed to measureone or more of air speed, vertical speed, pressure altitude, GPSaltitude, GPS latitude, GPS longitude, outside-air temperature (OAT),pitch angle, bank angle, yaw angle, pitch rate, bank rate, yaw rate,longitudinal acceleration, lateral acceleration, and verticalacceleration. The functions of one or more display elements are alteredaccording to pre-programmed settings initiated in response to receivedonboard sensor output. The output of the one or more display elementscan comprise one or more of onboard warning messages, updatednotifications, emergency messages, emergency instructions or evacuationdata. The output of the one or more display elements can comprise one ormore of boarding location information, seat locating information, safetyprocedure information, entertainment use information, connectivityinstructions, customized to a specific user identified by the system.The output of the one or more display elements can comprise one or moreof a welcome message, a departure message, a destination message, andlast mile data customized to a specific user identified by the systemusing stored user data and/or user devices identified by the system asonboard. The output of the one or more display elements can comprise adynamic pattern of illumination indicating a direction of travel toembark or disembark.

In accordance with example embodiments of the present invention, anintegrated multifunctional dynamic display method for an interactiveuser experience on an aircraft includes providing an array ofmultifunction visual display nodes disposed throughout a vehicle incommunication with a wired or fiber-optic Controller Area Network (CAN)databus network or wireless network, as discussed above; receiving, atthe transceiver of one of the nodes, a command via the databus ornetwork; and altering the function of the display element of the node asdirected by the processor of the node in response to the receivedcommand.

In accordance with example embodiments of the present invention, anintegrated multifunctional dynamic display apparatus for an interactiveuser experience comprises an array of sensor or input devices inelectronic communication with a processor or control unit comprisingprogrammable logic and commands in electronic communication with adatabus or network with a message-based protocol connecting one or morecross-communication channels or communications networks of localcomponents comprising an array of multifunction visual display nodesdisposed throughout a vehicle, each individually controllable andindividually communicating commands. The multifunction visual displaynodes comprise at least one transceiver linking to the databus ornetwork; one or more controller components; one or more processingcomponents, one or more display elements configured to alter functionwhen voltage, light, or electronic commands are received by one or moreof the multifunction visual display nodes. The system comprises one ormore power supplies and one or more circuits transmitting electricalpower to the one or more cross-communication channels or communicationsnetworks of local components.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention description below refers to the accompanying drawings, ofwhich:

FIG. 1 (FIGS. 1A, 1B, 1C, and 1D collectively) depicts an example blockdiagram depicting an apparatus for practicing the present invention,including logic controlling the integrated system and relatedcomponents;

FIG. 2 depicts an example production system block diagram for practicingthe present invention, including components and subsystems connected byCAN bus;

FIG. 3 depicts an example block diagram, focused on an examplefault-tolerant, triple-redundant voting control and communicationsmeans;

FIG. 4 depicts a flow chart that illustrates the present invention inaccordance with one example embodiment;

FIG. 5 depicts an example of control panels, gauges and sensor outputfor the multirotor air vehicle;

FIG. 6 depicts example side and top views of a multirotor air vehiclewith six rotors cantilevered from the frame of the multirotor airvehicle in accordance with an embodiment of the present invention,indicating the location and compartments housing the fuel supply andpower generation subsystems; electrical and systems connectivity ofvarious fuel supply, power generation, and motor control components of asystem of the invention;

FIG. 7 depicts two example views of the multirotor air vehicledemonstrating the position and compartments housing system elementsincluding dynamic lighting elements;

FIG. 8 depicts an example configuration of various dynamic lightelements disposed throughout a multirotor air vehicle;

FIG. 9 depicts an example configuration of various dynamic lightelements disposed on an exterior of a multirotor air vehicle;

FIG. 10 depicts an example of messaging provided by multifunction visualdisplay nodes;

FIG. 11 depict an example of focused and messaging dynamic lightelements used to illuminate a seat to indicate a seating assignmenttriggered/initiated by a user device arriving within proximity thresholdof the multirotor air vehicle;

FIG. 12 depicts an example diagram of a multirotor air vehicle cabininterior configuration;

FIG. 13 depicts an example arrangement of interior components of amultirotor air vehicle;

FIG. 14 depicts; an example configuration of connected node componentsand integrated devices including various subsystems and sensors;

FIG. 15 depicts an example configuration of various dynamic lightelements disposed in components and devices throughout the interior of amultirotor air vehicle;

FIG. 16 depicts example user device input initiated vehicle interaction;example vehicle information selectable by a user device for additionalinteraction;

FIG. 17 depicts an example configuration and integrated devicesincluding various subsystems and sensors used in an augmented realitydisplay;

FIG. 18 depicts example departure and last mile information presented ona device based upon vehicle sensor data indicating imminent arrival at adestination; and

FIG. 19 depicts example electrical and systems connectivity of variousfuel cell, fuel supply, power generation, and motor control componentsvarious sensors of a multirotor air vehicle integrated with the systemof the invention.

DETAILED DESCRIPTION

To provide an overall understanding, certain illustrative embodimentswill now be described; however, it will be understood by one of skill inthe art that the systems and methods described herein can be adapted andmodified to provide systems and methods for other suitable applicationsand that other additions and modifications can be made without departingfrom the scope of the systems and methods described herein.

Unless otherwise specified, the illustrated embodiments can beunderstood as providing exemplary features of varying detail of certainembodiments, and therefore, unless otherwise specified, features,components, modules, and/or aspects of the illustrations can beotherwise combined, separated, interchanged, and/or rearranged withoutdeparting from the disclosed systems or methods.

An illustrative embodiment of the present invention relates to anintegrated multifunction dynamic display system for an air vehicle thatprovides an interactive user experience. The system is based around anarray of multifunction display nodes that are disposed throughout theair vehicle. The multifunction display nodes are connected through awired or wireless databus or network (for example a CAN network) suchthat the display nodes can operate individually or in combination tocreate a desired interactive experience. The nodes can include interiorlighting, interior audio, exterior lighting, exterior audio, interiordisplays, exterior displays, and windows. The multifunction dynamicdisplay system can be used to control or otherwise provide interiorlighting or displays, interior audio or announcements, interior video orannouncements, loading/unloading instruction, inflight entertainment orinformation, emergency notification and instruction, augmented reality,external lighting and displays, and exterior audio or video orannouncements. In addition, the multifunction dynamic display can bemodified, tailored, or otherwise configured for each passenger and maybe informed by data from their reservation, their smart device, or theirsocial media accounts, or other available data.

FIGS. 1A-19, wherein like parts are designated by like referencenumerals throughout, illustrate an example embodiment or embodiments ofa lightweight, high power density, fault-tolerant fuel cell system,method and apparatus for a full-scale, clean fuel, electric-poweredmultirotor air vehicle, according to the present invention. Although thepresent invention will be described with reference to the exampleembodiment or embodiments illustrated in the figures, it should beunderstood that many alternative forms can embody the present invention.One of skill in the art will additionally appreciate different ways toalter the parameters of the embodiment(s) disclosed, such as the size,shape, or type of elements or materials, in a manner still in keepingwith the spirit and scope of the present invention.

FIG. 1 (FIGS. 1A, 1B, 1C, and 1D collectively) depicts an example blockdiagram form one type of system 100 that may be employed to carry outthe present invention, including logic controlling the integrated systemand related components. Here, managing power generation and operation ofa one- to five-person personal aerial vehicle (PAV) or other vehicleincludes on-board equipment and integrated components such as a primaryflight displays 12, an Automatic Dependent Surveillance-B (ADSB) orRemote ID transmitter/receiver 14, a global-positioning system (GPS)receiver typically embedded within 12, a fuel gauge 16, an air datacomputer to calculate airspeed and vertical speed 38, mission controltablet computers 36 and mission planning software 34, and redundantflight computers (also referred to as autopilot computers 32), all ofwhich monitor either the operation and position of the air vehicle 1000or monitor and control the hydrogen-powered fuel cell based powergeneration subsystem generating electricity and fuel supply subsystems900 and provide display presentations that represent various aspects ofthose systems' operation and the air vehicle's 1000 state data, such asaltitude, attitude, ground speed, position, local terrain, recommendedflight path, weather data, remaining fuel and flying time, motor voltageand current status, intended destination, and other informationnecessary to a successful and safe flight. These presentations of datacan be extended and augmented to improve user experience by networkingsaid components to multifunction visual display nodes 72 comprisingdisplay elements 74 that may include light emitting diodes (LED),screens 80, 82 smart windows 84, audio output 85, augmented realitydevices 86, and/or messaging 88 displays that are operated using one ormore additional processors 76 and controllers 94 that can be controlledautomatically, by the same onboard control units, remotely by networkeddevices or by user devices 78 that input control commands using userinterfaces (UI) 90 that leverage available onboard internetconnectivity. The fuel cell-based power generation subsystem combinesstored hydrogen with compressed air to generate electricity with abyproduct of only water and heat, thereby forming a fuel cell module 18that can also include pumps of various types and cooling system 44 and aturbocharger or supercharger 46 to optimize the efficiency and/orperformance of the fuel cell module 18. As would be appreciated by oneskilled in the art, the fuel cells may also be augmented by a battery(or supercapacitor, combination thereof or other energy storage systemas understood by one of ordinary skill in the art) subsystem, consistingof high-voltage battery array, battery monitoring and charger subsystemor similar arrangements. This disclosure is meant to address both powergeneration systems and stored-energy battery systems, as well as hybridsystems incorporating both means of energy storage. For purposes ofillustration, the present description focuses on a fuel cell form ofelectricity generation.

FIG. 2 depicts an example production version system block diagram forpracticing the present invention, including electrical and systemsconnectivity for various control interfaces and components andsubsystems connected by CAN bus to be individually commandable andinteroperable so as to function autonomously or cooperatively to providerequired functionalities in a vehicle including logic controlling thegeneration, distribution, adjustment and monitoring of electrical power(voltage and current). Components connected by CAN bus include customeror user experience messaging, sound cocoon, surface and ambiencelighting, window and seat messaging, window and seat lighting, communityscreens, customer experience LED, LCD, NAV, strobe, landing lighting,wherein such components may be comprised of multifunction visual displaynodes 72 with display elements 74 including screens 80; light emittingdiodes (LED) 82; smart windows 84; augmented reality 86; messaging 88;audio output 85; operated by one or more processors 76 and controllers94 automatically or in response to input from user interfaces (UI) 90 ofuser devices 78 present onboard. Vehicle state (pitch, bank, yaw,airspeed, vertical speed and altitude) are commanded a) by the operatorusing either a1) physical motions and commands made using the missioncontrol tablet computers 36 as an input device; a2) physical motions andcommands made using the sidearm controllers; or a3) physical motions andcommands transmitted across secure digital or tactical datalinks orradio channels from a Ground-Remote Pilot; or a4) pre-planned missionroutes selected and pre-programmed using the mission control tabletcomputers 36 and mission-planning software 34 in support of autonomousmode, or b) in UAV mode using pre-planned mission routes selected andpre-programmed using the mission control tablet computers 36 andmission-planning software 34 and uploaded to the onboard autopilotsystem prior to launch. The mission control tablet computer 36 maytransmit the designated route or position command set to autopilotcomputers 32 and voter 42 over a serial, radio-control or similardatalink, and if so, the autopilot may then utilize that designatedroute or position command set (e.g. a set of altitudes and positions toform a route that is to be traveled from origin to destination).Depending on the equipment and protocols involved in the exampleembodiment, a sequence of commands may be sent using a repeating seriesof servo control pulses carrying the designated command information,represented by pulse-widths varying between 1.0 to 2.0 millisecondscontained within a ‘frame’ of, for example, 10 to 30 milliseconds).Multiple ‘channels’ of command data may be included within each ‘frame’,with the only caveat being that each maximum pulse width must have aperiod of no output (typically zero volts or logic zero) before the nextchannel's pulse can begin. In this way, multiple channels of commandinformation are multiplexed onto a single serial pulse stream withineach frame. The parameters for each pulse within the frame are that ithas a minimum pulse width, a maximum pulse width, and a periodicrepetition rate. The motor's RPM or torque is determined by the durationof the pulse that is applied to the control wire. Note that the motor'sRPM is not determined by the duty cycle or repetition rate of thesignal, but by the duration of the designated pulse. The autopilot mightexpect to see a pulse every 20 ms, although this can be shorter orlonger, depending upon system 100 requirements. The width of eachchannel's pulse within the frame will determine how fast thecorresponding motor turns. For example, anything less than a 1.2 mspulse may be pre-programmed as ‘Motor OFF’ or 0 RPM (where a motor inthe off state can be spun freely by a person, whereas a motor commandedto be at 0 RPM will be “locked” in that position), and pulse widthsranging from 1.2 ms up to 2.0 ms will proportionately command the motorfrom 20% RPM to 100% RPM. Given the physical constraints of the motorbeing controlled, the exact correlation between pulse width andresultant motor RPM will be a function of each system's programming. Inanother embodiment, motor commands may be transmitted digitally from theautopilot to the motor controllers 24 and status and/or feedback may bereturned from the motor controllers 24 to the autopilot using a digitaldatabus such as Ethernet or CAN (Controller Area Network), one of manyavailable digital databusses capable of being applied, using RF or wireor fiber optics as the transmission medium. A modem(modulator-demodulator) may be implicitly present within the datalinkdevice pair, so that the user sends Ethernet or CAN commands, the modemtransforms said data into a format suitable for reliable transmissionand reception across one or more channels, and the mating modemtransforms that format back into the original Ethernet or CAN commandsat the receiving node, for use within the autopilot system. Asunderstood by a person of ordinary skill in the art, many possibleembodiments are available to implement wireless data links between atablet or ground pilot station and the vehicle, just as many possibleembodiments are available to transmit and receive data and commandsamong the autopilot, the motor controllers 24, and the fuel cells andsupport devices that form the on-board power generation and motorcontrolling system.

The receiver at each autopilot then uses software algorithms totranslate the received channel pulses correlating to channel commandsfrom the tablet computer or alternate control means (in this example theset of pulse-widths representing the control inputs such as pitch, bankand yaw and rpm) into the necessary outputs to control each of themultiple (in this example six) node controllers 94, motor controllers24, motors, and propellers 29 to achieve the commanded vehicle motions.Commands may be transmitted by direct wire, or over a secure RF(wireless) signal between transmitter and receiver, and may use an RCformat, or may use direct digital data in Ethernet, CAN or anothersuitable protocol. The autopilot is also responsible for measuring othervehicle state information, such as pitch, bank angle, yaw,accelerations, and for maintaining vehicle stability using its owninternal sensors and available data.

The command interface between the autopilots and the multiple motorcontrollers 24 will vary from one equipment set to another, and mightentail such signal options to each motor controller 24 as a variable DCvoltage, a variable resistance, a CAN, Ethernet or other serial networkcommand, an RS-232 or other serial data command, or a PWM (pulse-widthmodulated) serial pulse stream, or other interface standard obvious toone skilled in the art. Control algorithms operating within theautopilot computer 32 perform the necessary state analysis, comparisons,and generate resultant commands to the individual motor controllers 24and monitor the resulting vehicle state and stability. A voting means 42decides which two of three autopilot computers 32 are in agreement, andautomatically performs the voting operation to connect the properautopilot computer 32 outputs to the corresponding motor controllers 24.For a redundant system 100, triple-redundant is the most common means ofvoting among inputs to detect a possible failure, but other levels ofredundancy are also possible subject to meeting safety of flightrequirements and regulations, and are obvious to one skilled in the art.Command interface and levels of redundancy are extended to operation ofmultifunction visual display nodes disposed throughout a vehicle, eachindividually controllable and individually communicating commands viacross communication channels or communication networks. Connecting thesenodes in this manner allows each to function independently or accordingto coordinated configurations.

In a preferred control embodiment, the commanded vehicle motion andmotor rpm commands could also be embodied by a pair of joysticks and athrottle, similar to those used to control radio-controlled air vehicle,or even by a pair of traditional sidearm controllers including athrottle, where the joysticks/sidearm controllers provide readings(which could be potentiometers, hall-effect sensors, or rotary-variabledifferential transformers (RVDT)) indicative of commanded motions whichmay then be translated into the appropriate message format andtransmitted to the autopilot computers 32 by network commands orsignals, and thereby used to control the multiple motor controllers 24,motors and propellers/rotors 29. The sidearm controller or joystickcould also be embodied in a ‘steering wheel’ or control yoke capable ofleft-right and fore-aft motion, where the 2-axis joystick or controlyoke provides two independent sets of single- or dual-redundant variablevoltage or potentiometer settings indicative of pitch command (nose upor nose down) and bank command (left side up or left side down).Alternatively, instead of pitch and roll motions, the autopilot may alsobe capable of generating ‘go left’, ‘go right’ ‘go forward’ ‘gobackward’, ‘yaw left’ or ‘yaw right’ commands, all while the autopilotis simultaneously maintaining the vehicle in a stable, level orapproximately level state. This latter control means offers greatercomfort for passenger(s) because it is similar to ground-based vehicle(e.g. automobile) motions than an air vehicle such as a winged airvehicle. Motors of the multiple motors and propellers 29 in thepreferred embodiment are brushless synchronous three-phase AC or DCmotors, capable of operating as an air vehicle motor, and that areeither air-cooled or liquid cooled (by coolants including water,anti-freeze, oil or other coolants understood by one of ordinary skillin the art) or both.

Throughout all of the system 100 operation, controlling and operatingthe vehicle is performed with the necessary safety, reliability,performance and redundancy measures required to protect human life toaccepted flight-worthiness standards. Electrical energy to operate thevehicle is derived from the fuel cell modules 18, which provide voltageand current to the motor controllers 24 through optional high-currentdiodes or Field Effect Transistors (FETs) 20 and circuit breakers 902.High current contactors 904 or similar devices are engaged anddisengaged under control of the vehicle key switch 40, similar to acar's ignition switch, which applies voltage to the starter/generator 26to start the fuel cell modules 18 and produce electrical power. Forexample, the high current contactors 904 may be essentially large vacuumrelays that are controlled by the vehicle key switch 40 and enable thecurrent to flow to the starter/generator 26. In accordance with anexample embodiment of the present invention, the starter/generator 26also supplies power to the avionic systems of the air vehicle 1000. Oncestable power is available, the motor controllers 24 each individuallymanage the necessary voltage and current to achieve the desired thrustby controlling the motor in either RPM mode or torque mode, to enablethrust to be produced by each motor and propeller/rotor combination 28.The number of motor controllers 24 and motor/propeller combinations 28per vehicle may be as few as 4, and as many as 16 or more, dependingupon vehicle architecture, desired payload (weight), fuel capacity,electric motor size, weight, and power, and vehicle structure.Advantageously, implementing a multirotor vehicle having a plurality ofindependent motor controllers 24 and motors, allows the use of smallermotors with lower current demands, such that fuel cells can produce thenecessary voltage and current at a total weight for a functionalaviation vehicle while achieving adequate flight durations, and allowsthe failure of one or more motors or motor controllers 24 to becompensated for by the autopilot to allow continued safe flight andlanding in the event of said failure.

The fuel cells 18 are supplied by on-board fuel tanks 22. The ability torefuel the multirotor air vehicle 1000 fuel tanks 22 at the origin, atthe destination, or at roadside refueling stations is fundamental to thevehicle's utility and acceptance by the commuting public. The ability torefuel the fuel tanks 22 to replace the energy source for the motorsreduces the downtime required by conventional all electric vehicles(e.g., battery operated vehicles), which must be recharged from anexternal electricity source, which may be a time-consuming process. Fuelcells and fuel cell modules 18 can be powered by hydrogen. Accordingly,the fuel cell modules 18 can create electricity from fuel to providepower to the motors on the multirotor air vehicle 1000. Advantageously,the use of fuel cell modules 18 are more weight efficient than batteriesand provide a greater energy density than existing Li ion batteries,thereby reducing the work required by the motors to produce lift.Additionally, the use of hydrogen fuel cells reduces the amount of workrequired by the motors due to the reduced weight as the fuel 30 isconsumed.

Due to the nature of the all-electric vehicle, it is also possible tocarry an on-board high-voltage battery and recharging subsystem inaddition to fuel cell modules 18, with an external receptacle tofacilitate recharging the on-board batteries. Power to operate thevehicle's avionics 12, 14, 16, 32, 34, 36, 38 and support lighting isprovided by either a) a low-voltage starter-generator 26 powered by thefuel cell modules 18 and providing power to avionics battery 27, or b) aDC to DC Converter providing energy to Avionics Battery 27. If the DC toDC Converter is used, it draws power from high-voltage produced by thefuel cell modules 18 and down-converts the higher voltage, typically300V DC to 600 VDC in this embodiment, to either 12V, 24V or 28V orother voltage standards, any of which are voltages typically used insmall aircraft systems. Navigation, Strobe and Landing lights draw powerfrom 26 and 27 and provide necessary air vehicle illumination for safetyand operations at night under US and foreign airspace regulations.Suitable circuit breaker 902 and switch means are provided to controlthese ancillary lighting devices as part of the overall system 100.These devices are commonly implemented as Light Emitting Diode (LED)lights, and may be controlled either directly by one or more switches,or by a databus-controlled switch in response to a CAN or other digitaldatabus command. If a CAN or databus command system is employed as shownin FIG. 1, then multiple ‘user experience’ or UX devices detailed abovemay also be employed, to provide enhanced user experience with suchthings as cabin lighting, seat lighting, window lighting, windowmessaging, sound cancellation or sound cocoon control, exterior surfacelighting, exterior surface messaging or advertising, seat messaging,cabin-wide passenger instruction or in-flight messaging, passengerweight sensing, personal device (e.g. iPhone, tablet, iPad, (or Androidor other device equivalents or similar personal digital devices)connectivity and charging, and other integrated features as may be addedwithin the cabin or vehicle.

Pairs of motors for the multiple motors and propellers 29 are commandedto operate at different RPM or torque settings (determined by whetherthe autopilot is controlling the motors in RPM or torque mode) toproduce slightly differing amounts of thrust under autopilot control,thus imparting a pitch moment, or a bank moment, or a yaw moment, or achange in altitude, or a lateral movement, or a longitudinal movement,or simultaneously any combination of the above to the air vehicle 1000,using position feedback from the autopilot's 6-axis built-in or remoteinertial sensors to maintain stable flight attitude. Sensor data is readby each autopilot to assess its physical motion and rate of motion,which is then compared to commanded motion in all three dimensions toassess what new motion commands are required.

Of course, not all air vehicles will employ the same mix of avionics,instrumentation or controllers or motors, and some air vehicles willinclude equipment different from this mix or in addition to this mix.Not shown for example are radios as may be desirable for communicationsor other small ancillary avionics customary in general aviation aircraftof this size. Whatever the mix is, though, some set of equipment acceptsinput commands from an operator, translates those input commands intodiffering thrust amounts from the pairs of counter-rotating motors andpropellers 29, and thus produces pitch, bank, yaw, and vertical motionof the air vehicle 1000, or lateral and longitudinal as well as andvertical and yaw motion of the air vehicle 1000, using differingcommands to produce differential thrust from the electric motorsoperating propellers/rotors 29 in an assembly 28. Those same commandscan be selectively communicated to user experience components includingmultifunction visual display nodes, that can trigger actuation oraltering of display elements. When combined with avionics,instrumentation and display of the air vehicle's 1000 current andintended location, the set of equipment enables the operator, whetherinside the vehicle, on the ground via datalink, or operatingautonomously through assignment of a pre-planned route, to easily andsafely operate and guide the air vehicle 1000 to its intendeddestination. It also allows users to easily access information about theprogress of their journey, customize their experience, or receiveadditional information such as prompts when to fasten restraints inresponse to start up procedures or when it is safe to remove thoserestraints after arrival at an intended destination.

FIG. 2 includes motor and propeller combinations 28, propellers 29primary flight displays 12, the Automatic Dependent Surveillance-B(ADSB) or Remote ID transmitter/receiver 14, autopilot computer 32, themission control tablet computers 36 and mission-planning software 34. Ineach case, a mission control tablet computer or sidearm controllers maytransmit the designated route or position command set or the intendedmotion to be achieved to autopilot computers 32 and voter 42 motorcontrollers 24, and air data computer to calculate airspeed and verticalspeed 38. In some embodiments, fuel tank 22, the avionics battery 27,the pumps and cooling system 44, the turbocharger or supercharger 46,and a starter/alternator may also be included, monitored, andcontrolled. Any fuel cells 18 are fed by on-board fuel tank 22 and usethe fuel to produce a source of power for the multirotor air vehicle1000. These components are configured and integrated to work togetherwith 4D Flight Management to auto generate and execute routes fromminimal input, so a user doesn't need expertise to define proper route.These routes may be made available to customers through user experiencescreens linked to the relevant software and components. Full EnvelopeProtection has been developed and implemented so neither users norenvironments can push the vehicle out of safe flight envelope andoperating conditions. Envelope Protection offers a Safer System forprotecting occupants, developed using wake vortex modeling, weatherdata, and precisely designed redundant algorithms incorporating thehighest standards available for performance and safety. The goal is thatthere is nothing the vehicle, the human operator/supervisor/passenger,or the environment can do that would push the vehicle out of its safetyenvelope unless or until there is a failure in some aspect of thesystem. The motors in the preferred embodiment are brushless synchronousthree-phase AC or DC motors, capable of operating as an aircraft motor,and that are air-cooled, liquid cooled or both. Motors and fuel cellmodules 18 generate excess or waste heat from forces includingelectrical resistance and friction, and so this heat may be subject tomanagement and thermal energy transfer. In one embodiment, the motorsare connected to a separate cooling loop or circuit from the fuel cellmodules 18. In another embodiment, the motors are connected to a sharedcooling loop or circuit with the fuel cell modules 18.

The system 1000 implements pre-designed fault tolerance or gracefuldegradation that creates predictable behavior during anomalousconditions with respect to at least the following systems andcomponents: 1) flight control hardware; 2) flight control software; 3)flight control testing; 4) motor control and power distributionsubsystem; 5) motors; 6) fuel cell power generation subsystem; and 7)multiple, interoperable multifunction visual display nodes.

Flight control hardware may comprise, for example, a redundant set ofPixhawk or other flight controllers with 32-bit, 64-bit or greater ARMprocessors (or other suitable processor known in the art, whereincertain embodiments may employ no processor and instead use an FPGA orsimilar devices known in the art). The vehicle may be configured withmultiple flight controllers, where certain example embodiments employ atleast three (3) Pixhawk autopilots disposed inside the vehicle forredundancy. Each autopilot comprises: three (3) Accelerometers, three(3) gyros, three (3) magnetometers, two (2) barometers, and at least one(1) GPS device, although the exact combinations and configurations ofhardware and software devices may vary. Sensor combining and votingalgorithms internal to each autopilot select the best value from eachsensor type and handle switchovers/sensor failures within eachautopilot. Flight control software may comprise at least one PID stylealgorithm that has been developed using: 1) CAD data; 2) FEA data; and3) actual propeller/motor/motor controller/fuel cell performance datameasurements.

An example embodiment is shown for the vehicle's 6 motors, with eachmotor controlled by a dedicated motor controller 24. Electricaloperating characteristics/data for each motor are controlled andcommunicated to the voting system for analysis and decision makingCommunication to the motor controllers 24 happens (in this embodiment)between autopilot and motor controller 24 via CAN, a digital networkprotocol, with fiber optic transceivers inline to protect signalintegrity and provide electromagnetic and lightning immunity. In thisembodiment, the use of fiber optics, sometimes known as ‘Fly By Light’increases vehicle reliability and reduces any vulnerability to grounddifferentials, voltage differentials, electromagnetic interference,lighting, and external sources of electromagnetic interference, such asTV or radio broadcast towers, airport radars, airborne radars, andsimilar potential disturbances. Other instances of networks andelectrical or optical or wireless media are possible as well, subject tomeeting regulatory requirements. Measured parameters related to motorperformance include motor temperature, IGBT temperature, voltage,current, torque, and revolutions per minute (RPM). Values for theseparameters in turn correlate to the thrust expected under givenatmospheric, power and pitch conditions.

The fuel cell control system may have various numbers of fuel cellsbased on the particular use configuration, for example a set of threehydrogen fuel cells configured for fault-tolerance. Operation andcontrol of the cells is enabled and managed using the CAN protocol,although numerous other databus and control techniques are possible andwill be obvious to one skilled in the art. One or more flight controlalgorithms stored within the autopilot will control and monitor thepower delivered by the fuel cells via CAN. The triple-modular redundantautopilot can detect the loss of any one fuel cell and reconfigure theremaining fuel cells using a form of automatic switching or crossconnection, thus ensuring that the fuel cell system is capable ofcontinuing to operate the air vehicle 1000 to perform a safe descent andlanding. When the operating parameters are exceeded past a significantextent or preset limit, or emergency conditions exist such that a safelanding is jeopardized, the integrated emergency procedures areactivated, and the deployment of an inter-rotor ballistic airframeparachute will be triggered.

The autopilot computer 32 is embodied in a microprocessor-based circuitand includes the various interface circuits required to communicate withthe air vehicle's 1000 data busses, multi-channel servo or networkcontrollers (inputs) 35 and 37, and motor controller (outputs) 24, andto take inertial and attitude measurements to maintain stability. Thisis further detailed in FIG. 3, which depicts an example block diagramdetailing the key features of the redundant, fault-tolerant,multiple-redundant voting control and communications means and autopilotcontrol unit 32 in relation to the overall system. In addition,autopilot computer 32 may also be configured for automatic recording orreporting of air vehicle position, air vehicle state data, velocity,altitude, pitch angle, bank angle, thrust, location, and otherparameters typical of capturing air vehicle position and performance,for later analysis or playback. Additionally, recorded data may beduplicated and sent to another computer or device that is fire and crashproof. To accomplish these requirements, said autopilot contains anembedded air data computer (ADC) and embedded inertial measurementsensors, although these data could also be derived from small, separatestand-alone units. The autopilot may be operated as a single, dual,quad, or other controller, but for reliability and safety purposes, thepreferred embodiment uses a triple redundant autopilot, where the unitsshare information, decisions and intended commands in a co-operativerelationship using one or more networks (two are preferred, forreliability and availability). In the event of a serious disagreementoutside of allowable guard-bands, and assuming three units are present,a 2-out-of-3 vote determines the command to be implemented by the motorcontrollers 24, and the appropriate commands are automatically selectedand transmitted to the motor controllers 24. Similarly, a subset ofhardware monitors the condition of the network, a CAN bus in an exampleembodiment, to determine whether a bus jam or other malfunction hasoccurred at the physical level, in which case automatic switchover tothe reversionary CAN bus occurs. The operator is not typically notifiedof the controller disagreement during flight, but the result will belogged so that the units may be scheduled for further diagnosticspost-flight.

The mission control tablet computer 36 is typically a single or a dualredundant implementation, where each mission control tablet computer 36contains identical hardware and software, and a screen buttondesignating that unit as ‘Primary’ or ‘Backup’. The primary unit is usedin all cases unless it has failed, whereby either the operator (ifpresent) must select the ‘Backup’ unit through a touch icon, or anautomatic fail-over will select the Backup unit when the autopilotsdetect a failure of the Primary. When operating without a formalpre-programmed route, the mission control tablet computer 36 uses itsinternal motion sensors to assess the operator's intent and transmitsthe desired motion commands to the autopilot. When operating without amission planning computer or tablet, the autopilots receive theircommands from the connected pair of joysticks or sidearm controllers. InUAV mode, or in manned automatic mode, the mission planning software 34will be used pre-flight to designate a route, destination, and altitudeprofile for the air vehicle 1000 to fly, forming the flight plan forthat flight. Flight plans, if entered into the Primary mission controltablet computer 36, are automatically sent to the correspondingautopilot, and the autopilots automatically cross-fill the flight plandetails between themselves and the Backup mission control tabletcomputer 36, so that each autopilot computer 32 and mission controltablet computer 36 carries the same mission commands and intended route.In the event that the Primary tablet fails, the Backup tablet alreadycontains the same flight details, and assumes control of the flight onceselected either by operator action or automatic fail-over.

For motor control of the multiple motors and propellers 29, there arethree phases that connect from each high-current controller to eachmotor for a synchronous AC or DC brushless motor. Reversing the positionof any two of the 3 phases will cause the motor to run the oppositedirection. There is alternately a software setting within the motorcontroller 24 that allows the same effect, but it is preferred tohard-wire it, since the designated motors running in the oppositedirection must also have propellers with a reversed pitch (these aresometimes referred to as left-hand vs right-hand pitch, or puller(normal) vs pusher (reversed) pitch propellers, thereby forming themultiple motors and propellers 29. Operating the motors incounter-rotating pairs cancels out the rotational torque that wouldotherwise be trying to spin the vehicle.

In the illustrated embodiment, the operational analyses and controlalgorithms described herein are performed by the on-board autopilotcomputer 32, and flight path and other useful data are presented on theavionics displays 12. Various aspects of the invention can be practicedwith a different division of labor; some or all of the position andcontrol instructions can in principle be performed outside the airvehicle 1000, in ground-based equipment, by using a broadband or 802.11Wi-Fi network or Radio Frequency (RF) datalink or tactical datalink meshnetwork or similar between the air vehicle 1000 and the ground-basedequipment.

The combination of the avionics display system coupled with the ADSBcapability enables the multirotor air vehicle 1000 to receive broadcastdata from other nearby aircraft, and to thereby allow the multirotor airvehicle 1000 to avoid close encounters with other aircraft; to broadcastown-aircraft position data to avoid close encounters with othercooperating aircraft; to receive weather data for display to the pilotand for use by the avionics display system within the multirotor airvehicle 1000; to allow operation of the multirotor air vehicle 1000 withlittle or no requirement to interact with or communicate with airtraffic controllers; and to perform calculations for flight pathoptimization, based upon own-aircraft state, cooperating aircraft state,and available flight path dynamics under the National Airspace System,and thus achieve optimal or near-optimal flight path from origin todestination.

FIG. 3 depicts a more detailed example block diagram, showing the votingprocess that is implemented with the fault-tolerant, triple-redundantvoting control and communications means to perform the qualitativedecision process. Since there is no one concise ‘right answer’ in thisreal-time system, the autopilot computers 32 instead share flight plandata and the desired parameters for operating the flight bycross-filling the flight plan, and each measures its own state-spacevariables that define the current air vehicle 1000 state, and the healthof each Node. Each node independently produces a set of motor controloutputs (in serial CAN bus message format in the described embodiment),and each node assesses its own internal health status. The results ofthe health-status assessment are then used to automatically select whichof the autopilots actually are in control of the motors of the multiplemotors and propellers 29. In an example embodiment, the voting processis guided by the following rules: 1) Each autopilot node (AP) 32 asserts“node ok” 304 when its internal health is good, at the start of eachmessage. Messages occur each update period, and provide sharedcommunications between AP's; 2) Each AP de-asserts “node ok” if itdetects an internal failure, or its internal watchdog timer expires(indicating AP or software failure), or it fails background self-test;3) Each AP's “node ok” signal must pulse at least once per time intervalto retrigger a 1-shot ‘watchdog’ timer 306; 4) If the AP's health bitdoes not pulse, the watchdog times out and the AP is considered invalid;5) Each AP connects to the other two AP's over a dual redundant,multi-transmitter bus 310 (this may be a CAN network, or an RS-422/423serial network, or an Ethernet network, or similar means of allowingmultiple nodes to communicate); 6) The AP's determine which is theprimary AP based on which is communicating with the cockpit primarytablet; 7) The primary AP receives flight plan data or flight commandsfrom the primary tablet; 8) The AP's then cross-fill flight plan dataand waypoint data between themselves using the dual redundant network310 (this assures each autopilot (AP) knows the mission or commandparameters as if it had received them from the tablet); 9) In thecockpit, the backup tablet receives a copy of the flight plan data orflight commands from its cross-filed AP; 10) Each AP then monitors airvehicle 1000 state vs commanded state to ensure the primary AP isworking, within an acceptable tolerance or guard-band range (whereresults are shared between AP's using the dual redundant network 310);11) Motor output commands are issued using the PWM motor control serialsignals, in this embodiment (other embodiments have also been describedbut are not dealt with in detail here) and outputs from each AP passthrough the voter 312 before being presented to each motor controller24; 12) If an AP de-asserts its health bit or fails to retrigger itswatchdog timer, the AP is considered invalid and the voter 312automatically selects a different AP to control the flight based on thevoting table; 13) The new AP assumes control of vehicle state and issuesmotor commands to the voter 312 as before; 14) Each AP maintains ahealth-status state table for its companion AP's (if an AP fails tocommunicate, it is logged as inoperative, and the remaining AP's updatetheir state table and will no longer accept or expect input from thefailed or failing AP); 15) Qualitative analysis is also monitored by theAP's that are not presently in command or by an independent monitornode; 16) Each AP maintains its own state table plus 2 other statetables and an allowable deviation table; 17) The network master issues anew frame to the other AP's at a periodic rate, and then publishes itslatest state data; 18) Each AP must publish its results to the otherAP's within a programmable delay after seeing the message frame, or bedeclared invalid; and 19) If the message frame is not received after aprogrammable delay, node 2 assumes network master role and sends amessage to node 1 to end its master role. Note that the redundantcommunication systems are provided in order to permit the system tosurvive a single fault with no degradation of system operations orsafety. More than a single fault initiates emergency systemimplementation, wherein based on the number of faults and fault type,the emergency deceleration and descent system may be engaged to releasean inter-rotor ballistic parachute. Upon detection of such faults, thetriggering of emergency procedures also triggers altering of displayelements 74 to present warnings, alerts, alarms, emergency procedures,emergency guidance and/or emergency instructions to users, including byaltering ambient lighting to appropriate displays in emergencyscenarios.

Multi-way voter implemented using analog switch 312 monitors the stateof 1.OK, 2.OK and 3.OK and uses those 3 signals to determine whichserial signal set 302 to enable so that motor control messages may passbetween the controlling node and the motor controllers 24, fuel cellmessages may pass between the controlling node and the fuel cells, andjoystick messages may pass between the controlling node and thejoysticks. This controller serial bus is typified by a CAN network inthe preferred embodiment, although other serial communications may beused such as PWM pulse trains, RS-232, Ethernet, or a similarcommunication means. In an alternate embodiment, the PWM pulse train isemployed; with the width of the PWM pulse on each channel being used todesignate the percent of RPM that the motor controller 24 shouldachieve. This enables the controlling node to issue commands to eachmotor controller 24 on the network. Through voting and signal switching,the multiple (typically one per motor plus one each for any other servosystems) command stream outputs from the three autopilot computers canbe voted to produce a single set of multiple command streams, using thesystem's knowledge of each autopilot's internal health and status. Thesystem can include voted bidirectional multiplexor electrical signalmanagement that some example embodiments of the invention may employ.The system 100 provides sensing devices or safety sensors that monitorthe various subsystems, and including the at least one fuel cell moduleand the plurality of motor controllers, each configured to self-measureand report parameters using a Controller Area Network (CAN) bus toinform the one or more autopilot control units 32 or computer units(CPUs) as to a valve, pump or combination thereof to enable to increaseor decrease of fuel supply or cooling using fluids wherein thermalenergy is transferred from the coolant, wherein the one or moreautopilot control units 32 comprise at least two redundant autopilotcontrol units that command the plurality of motor controllers 24, thefuel supply subsystem, the at least one fuel cell module 18, and fluidcontrol units with commands operating valves and pumps altering flows offuel, air and coolant to different locations, and wherein the at leasttwo redundant autopilot control units 32 communicate a voting processover a redundant network where the at least two redundant autopilotcontrol units 32 with CPUs provide health status indicators (e.g. an“I'm OK” signal triggered periodically). The signals and analog votingcircuit compute the overall health of e.g. fuel cell modules bydetermining from the individual health status indicators whether allnodes are good, a particular node is experiencing a fault, a series offault are experienced, or the system is inoperative (or other similarindications based on aggregation of individual signals and cross checkverification). Results of voting then trigger appropriate signals sentto control e.g. fuel cell modules 18 or motor controllers 24.

FIG. 4 depicts a flowchart that illustrates in simplified form ameasurement-analysis-adjustment-control approach that some exampleembodiments of the invention may employ. The system enters the routine400 periodically, at every “tick” of a periodic system frame asinitiated by the controlling AP via an output message. The frequency atwhich this occurs is selected to be appropriate to the parameters beingsensed and the flight dynamics of the vehicle, and in some cases thefrequencies may be different for different measurements. For the sake ofsimplicity, though, the frequency is the same for all of them, and, forthe sake of concreteness, an oversampling frequency of forty times persecond or every 25 milliseconds, more or less, is applied.

At block 402, the system first takes measurements of various sensoroutputs indicative of each motor's performance of the multiple motorsand propellers 29, including propeller RPM, motor voltage, motor currentand (if available) temperature or similar thermodynamic operatingconditions. Such measurement data may be readily accessed through eachmotor controller's 24 serial data busses, and the illustrated embodimentselects among the various available measurement parameters that can beobtained in this manner.

With the motor data thus taken, the system performs various analyses, asat block 404, which may be used to calculate each motor's thrust andcontribution to vehicle lift and attitude. Block 406 then measures thethrottle command, by detecting where the tablet throttle command orthrottle lever has been positioned by the operator and notes any changein commanded thrust from prior samples.

Block 408 measures the voltage, current drawn and estimated remainingfuel 30. This data is then used as part of the analysis of remainingflight duration for the trip or mission underway and is made availableto the operator.

At block 410, the autopilot computer 32 gathers a representative groupof air vehicle 1000 measurements from other embedded inertial sensorsand (optionally) other onboard sensors including air data sensors, andGPS data derived by receiving data from embedded GPS receivers. Suchmeasurements may include air speed, vertical speed, pressure altitude,GPS altitude, GPS latitude and GPS longitude, outside-air temperature(OAT), pitch angle, bank angle, yaw angle, pitch rate, bank rate, yawrate, longitudinal acceleration, lateral acceleration, and verticalacceleration. For some of the parameters, there are predetermined limitswith which the system compares the measured values. This data may beused to determine thermodynamic operating conditions and is madeavailable to the operator. These may be limits on the values themselvesand/or limits in the amount of change since the last reading or fromsome average of the past few readings. Limits may be related to thermalreferences derived from thermodynamics, components, settings,parameters, and operating conditions. Block 412 then measures the tabletflight controller or sidearm controller command, by detecting where thetablet or sidearm units have been positioned by the operator in spaceand notes any change in commanded position from prior samples. Ifoperating in pre-planned (UAV) mode, Block 412 assesses the nextrequired step in the pre-planned mission previously loaded to theautopilot control unit 32.

Block 414 then assimilates all of the vehicle state data and commandeddata from the operator and calculates the intended matrix of motorcontroller 24 adjustments necessary to accommodate the desired motions.Block 416 then executes the background health-status tests and passesthe command matrix on to block 418. If the background health-status testfails, Block 416 reports the error, and disables the voter 312 outputstate bit at Block 432. If the test itself cannot be run, the voter 312output state bit(s) will cease to pulse, and the external watchdog willdeclare the failure of that controller, allowing another to take overthrough the external voter 312 action.

Block 418 in turn examines the intended matrix of commands and assesseswhether the intended actions are within the air vehicle's 1000 safetymargins. For example, if motor controller 3 is being commanded to outputa certain current, is that current within the approved performancemetrics for this air vehicle 1000. If not, block 420 makes adjustmentsto the matrix of motor controller 24 commands and provides an indicationto the Display to indicate that vehicle performance has been adjusted orconstrained.

Similarly, Block 422 examines the intended matrix of commands, andassesses whether the electrical system and fuel tank 22 containsufficient power to accomplish the mission with margins and withoutcompromising the overall success of the mission. For example, if allmotor controllers 24 are being commanded to output a higher current toincrease altitude, is that current available and can this be donewithout compromising the overall success of the mission. If not, block424 makes adjustments to the matrix of motor controller 24 commands andprovides an indication to the Display to indicate that vehicleperformance has been adjusted or constrained. Block 424 then issuesnetwork messages to indicate its actions and status to the otherautopilot nodes.

If actions of the nodes are detected to not be capable of correcting astatus of a number of nodes sufficient to prevent the air vehicle 1000from exceeding safe flight envelope parameters or maintaining flightstability, Block 425 then issues commands to the motor controllers 24 toinitiate emergency procedures that may include emergency notifications,messages, or instructions, as well as display elements presentingwarnings or alert visuals, and monitors their responses for correctness.Otherwise, Block 426 then issues the commands to the controllers 24 andmonitors their responses for correctness in altering display elements.Block 435 alters particular properties or functions of display elementsof the multifunction visual display nodes, for example, by adjusting abrightness or color of an LED or LCD lighting a seating area oradvancing to a different screen while browsing menu items on an onboardGUI.

Block 428 then captures all of the available air vehicle performance andstate data, and determines whether it is time to store an update sampleto a non-volatile data storage device, typically a flash memory deviceor other form of permanent data storage. Typically, samples are storedonce per second, so the system need not perform the storage operation atevery 100 millisecond sample opportunity.

Block 430 then provides any necessary updates to the one or moremultifunction visual display nodes and display elements, presenting theinteractive environment to the user inside the vehicle and returns toawait the next tick, when the entire sequence is repeated.

Block 436 assimilates all of the vehicle state data, particularlythermodynamic operating conditions in the form of measured temperaturestates or measured thermal energy states retrieved from varioustemperature sensors and thermal energy sensors and commanded data fromthe operator, then calculates the adjustments necessary to updatedisplay elements within the air vehicle 1000 by comparing analyzed dataor sensor output to stored information and data that indicates defaultdata to provide or commands to execute based on operating conditionsfalling within certain thresholds, while also customizing data accordingto relevant stored user data provided by the user account or user device(e.g. directing a message to a user by indicating a stored name of auser accessed from a user data store in local or remote data storagedevices). Block 438 executes the transmission or transfer of storeddata, commands and parameters to vehicle systems to efficiently provideadditional messages or displays based on transmitted vehicle operatingconditions, and vehicle state data is updated reflecting the resultingadjusted thermodynamic operating conditions. Block 418 in turn examinesthe intended matrix of commands and assesses whether the intendedactions are within the air vehicle's 1000 safety margins. If not, block420 makes adjustments to the commands Progressing back through thesteps, Block 430 then provides any necessary updates to the operatorDisplay, and returns to await the next tick, when the entire sequence isrepeated.

When the flight is complete, the operator or his maintenance mechaniccan then tap into the recorded data and display it or play it back in avariety of presentation formats. One approach would be for the onboarddisplay apparatus to take the form of computers so programmed as toacquire the recorded data, determine the styles of display appropriateto the various parameters, provide the user a list of views among whichto select for reviewing or playing back (simulating) the data, anddisplaying the data in accordance with those views. However, althoughthe illustrated embodiment does not rely on ground apparatus to providethe display, this could also be accomplished by an off-board or grounddisplay or remote server system. The system does so by utilizing aso-called client-server approach where the on-board apparatus (dataserver) prepares and provides web pages; the ground display apparatusrequires only a standard web-browser client to provide the desired userinterface.

In regard to stored or acquired flight data records, in addition toproviding a browser-based communications mode, the on-board recordingsystem also enables stored data from one or more flights to be read inother ways. For example, the on-board storage may also be examinedand/or downloaded using a web server interface or transmitted to aground station using tactical datalinks, commercial telecom (i.e. 4G, 5Gor similar), Wi-Fi, or Satellite (SatCom) services such as Iridium.Typically, but not necessarily, the on-board storage contains the datain a comma-delimited or other simple file format easily read byemploying standard techniques.

The present invention's approach to multirotor vehicle operation andcontrol, coupled with its onboard equipment for measuring, analyzing,displaying and predicting motor and controller items that can beadjusted, and for calculating whether the commanded motion is safe andwithin the vehicle's capabilities, can significantly enhance the safetyand utility of this novel air vehicle design, and reduce the probabilityof a novice operator attempting to operate outside of the vehicle'snormal operational limits. It therefore constitutes a significantadvance in the art. Similarly, the ability of the vehicle to operatewith redundant motor capacity, redundant fuel cell capability, and to beoperated by a triple-redundant autopilot and the use of ‘Fly By Light’techniques originated by the inventor, significantly enhances the safetyand utility of this novel air vehicle design, and protects the operatoror payload from possibly catastrophic occurrences due to a systemfailure, motor failure, fuel cell failure, or external EMI or lightninginterference. The design is such that any single failure of a motor,controller, or autopilot or tablet is or sidearm controller managed andcircumvented, to ensure the safe continued operation and landing of thevehicle.

FIG. 5 depicts an example of control panels, gauges and sensor outputfor a multirotor air vehicle including one kind of display presentation502 that can be provided to show fuel cell operating conditionsincluding fuel remaining, fuel cell temperature and motor performancerelated to each of the respective fuel cell modules 18 (bottom) as wellas weather data (in the right half) and highway in the sky data (in theleft half). Also shown are the vehicle's GPS airspeed (upper leftvertical bar) and GPS altitude (upper right vertical bar). Magneticheading, bank and pitch are also displayed, to present the operator witha comprehensive, 3-dimensional representation of where the air vehicle1000 is, how it is being operated, and where it is headed. Other screenscan be selected from a touch-sensitive row of buttons along the lowerportion of the screen. In certain embodiments, display presentation 502has added wickets to guide the pilot along the flight path. Each displaycontains data that can be automatically made available to screens 80comprising display elements 74 corresponding to multifunction visualdisplay nodes 72 or can be accessed by user device based onidentification by the system 100. Certain information can also berestricted from such availability. The lower half of the screenillustrates nearby landing sites that can readily be reached by thevehicle with the amount of power on board. In an example embodimentdirected to near implementation, FIG. 5 shows the use of available TSO'd(i.e. FAA approved) avionics units, adapted to this vehicle and mission.Subject to approval by FAA or international authorities, a simpler formof avionics (known as Simplified Vehicle Operations or SVO) may beintroduced, where said display is notionally a software packageinstalled and operating on a ‘tablet’ or simplified computer anddisplay, similar to an Apple iPad®. The use of two identical unitsrunning identical display software allows the user to configure severaldifferent display presentations, and yet still have full capability inthe event that one display should fail during a flight. This enhancesthe vehicle's overall safety and reliability.

FIG. 6 depicts side and top views of a multirotor air vehicle with sixrotors cantilevered from the air frame of the multirotor air vehicle1000 in accordance with an embodiment of the present invention,indicating the location and compartments housing various fuel supply,power generation, and motor control components of a system of theinvention. Disposed throughout the components and surfaces of the airvehicle are various multifunction visual display nodes 72 comprisingdisplay elements 74 operated by one or more processing devices 76,controllers 94, and/or user devices 78 to provide user interfaces (UI)90, light emitting diodes (LED) 82, smart windows 84, augmented reality86 displays, audio output, screens 80 and/or messaging 88 to enhanceuser experience and provide required data and information.

In accordance with an example embodiment of the present invention, themultiple electric motors are supported by the elongate support arms1008, and when the air vehicle 1000 is elevated, the elongate supportarms 1008 support (in suspension) the air vehicle 1000 itself. FIG. 6depicts side and top views of a multirotor air vehicle 1000 with sixrotors (propellers 29) cantilevered from the frame of the multirotor airvehicle 1020 in accordance with an embodiment of the present invention,indicating the location of the airframe fuselage 1020, attached to whichare the elongate support arms 1008 that support the plurality of motorand propeller assemblies 28 wherein the propellers 29 are clearly shown.Lighting networked by multifunction visual display nodes 72 comprisingdisplay elements 74 is shown.

FIG. 7 depicts two example views of the multirotor air vehicledemonstrating the position and compartments housing system elementsincluding lighting networked by multifunction visual display nodes 72comprising display elements 74. Multifunction visual display nodes 72;display elements 74; processor 76; user devices 78; screens 80; FIG. 7depicts two views demonstrating the position of the array of propellers29 extending from the frame of the multirotor air vehicle airframefuselage 1020 and elongates support arms 1008 with an approximatelyannular configuration, whereby onboard sensors can be deployed in anarray to provide output that triggers commands to the multifunctionvisual display nodes 72 altering display elements 74 automaticallyaccording to pre-set parameters.

FIG. 8 depicts an example configuration of various the multifunctionvisual display nodes 72 comprising display elements 74 disposedthroughout a multirotor air vehicle. Though capable of independent andautonomous operation, the screens 80, light emitting diodes (LED) 82,smart windows 84, augmented reality 86 displays, audio output 85,messaging 88 and user interfaces (UI) 90 can be controlled by processors76 and controllers 94 to function in a combined, customized customerexperience comprising patterns of actuation or pre-set levels oradjustments.

The audio output 85 can be provided by speakers or audio transducersimplanted or attached to surfaces to provide audio. In certainembodiments the audio output can provide a sound cocoon.

FIG. 9 depicts an example configuration of various dynamic lightelements disposed on an exterior of a multirotor air vehicle.Multifunction visual display nodes 72 can operate outward facing displayelements 74 such that the one or more processors 76 and controllers 94can broadcast or display visuals to users outside or below the vehicle,presenting important safety, procedural, advertising or informative datausing one or more of screens 80; light emitting diodes (LED) 82; smartwindows 84; augmented reality 86; and messaging 88.

FIG. 10 depicts an example of messaging 88 provided by multifunctionvisual display nodes. The system 100 uses available internetconnectivity to identify by handshake or other protocol one or more userdevices 78. The identification allows access to predefined sets of userinformation (e.g. user name) stored by the system 100 remotely orlocally. The processor 76 and controllers 94 operate according to astored welcome protocol by activating and commanding a subset ofmultifunction visual display nodes 72; display elements 74; to display awelcome message customized to the user to ensure both a positive userexperience and confirmation of proper location. This can be accomplishedusing one or more of screens 80; light emitting diodes (LED) 82; smartwindows 84; augmented reality 86; messaging 88; and user interfaces (UI)90.

FIG. 11 depicts an example use of a focused lamp comprising lightemitting diodes (LED) 82, seat lighting, and messaging 88 displayelements 74 used together to illuminate and identify a seat to indicatea seating assignment wherein functions of the multiple multifunctionvisual display nodes 72 are triggered or initiated by a user device 78arriving within a proximity threshold of the multirotor air vehicle.

FIG. 12 depicts example profile diagrams of a multirotor air vehicle1000 cabin interior configuration positions of fuel supply and powergeneration subsystem within the multirotor air vehicle 1000.Multifunction visual display nodes 72 may be disposed in conjunctionwith other components to assist in operation of said components orprovide additional information regarding said components.

FIG. 13 depicts another example arrangement of interior components of amultirotor air vehicle.

FIG. 14 depicts an example configuration of connected multifunctionvisual display nodes 72 and components and integrated devices includingvarious subsystems and sensors. User devices 78 and one or more onboarduser interfaces (UI) 90 can be interoperated to alter or adjust displayelements 74 such as screens 80, light emitting diodes (LED) 82, smartwindows 84, augmented reality 86 displays and community messaging 88displays throughout the cabin interior. Both can access the sameinformation simultaneously due to high speed internet connectivity andredundant processing capabilities that can independently supply eachpassenger multiple devices functioning in an interactive experience.

FIG. 15 depicts an example configuration of various dynamicallyfunctioning display elements 74 disposed in components and devicesthroughout the interior of a multirotor air vehicle. Multifunctionvisual display nodes 72 including those comprising, messaging 88, userinterfaces (UI) 90, customer experience seat lighting, surface lighting,personal LoFi information light emitting diodes (LED) and Communityscreens 80 are all simultaneously presenting interactive visuals forusers on board.

FIG. 16 depicts example user device 78 input initiated vehicleinteraction using vehicle information selectable by a user device 78 foradditional interaction that is presented by multifunction visual displaynodes 72 display elements 74 in the form of messaging 88 screens 80,particularly a set of menus to navigate to further interact.

FIG. 17 depicts an example configuration and integrated devicesincluding various subsystems and sensors used in an augmented reality 86display. Multifunction visual display nodes 72; connect to processors 76of the system to provide additional data and explorable interactivefunctionality display elements 74 including smart windows 84 andmessaging 88 according to commands input from a user interface (UI) 90of a user device 78.

FIG. 18 depicts example departure and last mile information presented ona device 78 based upon vehicle sensor data indicating messaging 88 ofimminent arrival at a destination. Multifunction visual display nodes 72are triggered by the arrival of the air vehicle denoted by varioussensor output that in turn accesses data about the user and then usesprocessors 76, controllers 94 and display elements 74 (e.g. screens 80)to provide user devices 78 with data displayed additionally on a userinterface (UI) 90 of the device to ensure convenient access toinformation assisting in departure.

FIG. 19 depicts electrical and systems connectivity of various fuelcell, fuel supply, power generation, and motor control componentsvarious sensors of a multirotor air vehicle integrated with the systemof the invention; an example configuration and integrated devicesincluding various subsystems and sensors; motor control components of asystem of the invention, as well as an example fuel supply subsystem 900for the multirotor air vehicle 1000. The electrical connectivityincludes six motor and propeller assemblies 28 (of a correspondingplurality of motors and propellers 29) and the electrical componentsneeded to supply the motor and propeller combinations with power. A highcurrent contactor 904 is engaged and disengaged under control of thevehicle key switch 40, which applies voltage to the starter/generator 26to start the fuel cell modules 18. In accordance with an exampleembodiment of the present invention, after ignition, the fuel cellmodules 18 (e.g., one or more hydrogen-powered fuel cells orhydrocarbon-fueled motors) create the electricity to power the six motorand propeller assemblies 28 (of multiple motors and propellers 29). Apower distribution monitoring and control subsystem with circuit breaker902 autonomously monitors and controls distribution of the generatedelectrical voltage and current from the fuel cell modules 18 to theplurality of motor controllers 24. As would be appreciated by oneskilled in the art, the circuit breaker 902 is designed to protect eachof the motor controllers 24 from damage resulting from an overload orshort circuit. Additionally, the electrical connectivity and fuel supplysubsystem 900 includes diodes or FETs 20, providing isolation betweeneach electrical source and an electrical main bus and the fuel cellmodules 18. The diodes or FETs 20 are also part of the fail-safecircuitry, in that they diode-OR the current from the two sourcestogether into the electrical main bus. For example, if one of the pairof the fuel cell modules 18 fails, the diodes or FETs 20 allow thecurrent provided by the now sole remaining current source to be equallyshared and distributed to all motor controllers 24. Such events wouldclearly constitute a system failure, and the autopilot computers 32would react accordingly to land the air vehicle safely as soon aspossible. Advantageously, the diodes or FETs 20 keep the system fromlosing half its motors by sharing the remaining current. Additionally,the diodes or FETs 20 are also individually enabled, so in the eventthat one motor fails or is degraded, the appropriate motor and propellercombinations 28 (of multiple motors and propellers 29—e.g. thecounter-rotating pair) would be disabled. For example, the diodes orFETs 20 would disable the enable current for the appropriate motor andpropeller combinations 28 (of multiple motors and propellers 29) toswitch off that pair and avoid imbalanced thrust. In accordance with anexample embodiment of the present invention, the six motor and propellercombinations 28 (of multiple motors and propellers 29) each include amotor and a propeller 29 and are connected to the motor controllers 24,that control the independent movement of the six motors of the six motorand propeller combinations 28. As would be appreciated by one skilled inthe art, the electrical connectivity and fuel supply subsystem 900 maybe implemented using 6, 8, 10, 12, 14, 16, or more independent motorcontrollers 24 and the motor and propeller assemblies 28 (of a pluralityof motors and propellers 29).

Continuing with FIG. 19, the electrical connectivity and fuel supplysubsystem 900 also depicts the redundant battery module system as wellas components of the DC charging system. The electrical connectivity andfuel supply subsystem 900 includes the fuel tank 22, the avionicsbattery 27, the pumps (e.g. water or fuel pump) and cooling system 44,the supercharger 46, and a starter/alternator. The fuel cells 18 are fedby on-board fuel tank 22 and use the fuel to produce a source of powerfor the motor and propeller combinations 28. As would be appreciated byone skilled in the art, the fuel cell modules 18 can include one or morehydrogen-powered fuel cells can be fueled by hydrogen or other suitablegaseous fuel 30, to drive or turn multiple motors and propellers 29. Thesensors monitoring these components, and self-monitoring componentsthemselves, can supply the multifunction visual display nodes 72 withdata or information used to provide automated adjustment of displayelements 74.

The methods 400 and systems 100 described herein are not limited to aparticular air vehicle 1000 or hardware or software configuration andmay find applicability in many air vehicle or operating environments.For example, the algorithms described herein can be implemented inhardware or software, or a combination thereof. The methods 400 andsystems 100 can be implemented in one or more computer programs, where acomputer program can be understood to include one or more processorexecutable instructions. The computer program(s) can execute on one ormore programmable processors and can be stored on one or more storagemedium readable by the processor (including volatile and non-volatilememory and/or storage elements), one or more input devices, and/or oneor more output devices. The processor thus can access one or more inputdevices to obtain input data and can access one or more output devicesto communicate output data. The input and/or output devices can includeone or more of the following: a mission control tablet computer 36,mission planning software 34 program, throttle pedal, sidearmcontroller, yoke or control wheel, or other motion-indicating devicecapable of being accessed by a processor, where such aforementionedexamples are not exhaustive, and are for illustration and notlimitation.

The computer program(s) is preferably implemented using one or more highlevel procedural or object-oriented programming languages to communicatewith a computer system; however, the program(s) can be implemented inassembly or machine language, if desired. The language can be compiledor interpreted.

As provided herein, the processor(s) can thus in some embodiments beembedded in three identical devices that can be operated independentlyin a networked or communicating environment, where the network caninclude, for example, a Local Area Network (LAN) such as Ethernet, orserial networks such as RS232 or CAN. The network(s) can be wired,wireless RF, fiber optic or broadband, or a combination thereof and canuse one or more communications protocols to facilitate communicationsbetween the different processors. The processors can be configured fordistributed processing and can utilize, in some embodiments, aclient-server model as needed. Accordingly, the methods and systems canutilize multiple processors and/or processor devices to perform thenecessary algorithms and determine the appropriate vehicle commands, andif implemented in three units, the three units can vote among themselvesto arrive at a 2 out of 3 consensus for the actions to be taken. Aswould be appreciated by one skilled in the art, the voting can also becarried out using another number of units (e.g., one two, three, four,five, six, etc.). For example, the voting can use other system-stateinformation to break any ties that may occur when an even number ofunits disagree, thus having the system arrive at a consensus thatprovides an acceptable level of safety for operations.

The device(s) or computer systems that integrate with the processor(s)for displaying presentations can include, for example, a personalcomputer with display, a workstation (e.g., Sun, HP), a personal digitalassistant (PDA) or tablet such as an iPad, or another device capable ofcommunicating with a processor(s) that can operate as provided herein.Accordingly, the devices provided herein are not exhaustive and areprovided for illustration and not limitation.

References to “a processor” or “the processor” can be understood toinclude one or more processors that can communicate in a stand-aloneand/or a distributed environment(s), and thus can be configured tocommunicate via wired or wireless communications with other processors,where such one or more processor can be configured to operate on one ormore processor-controlled devices that can be similar or differentdevices. Furthermore, references to memory, unless otherwise specified,can include one or more processor-readable and accessible memoryelements and/or components that can be internal to theprocessor-controlled device, external to the processor-controlleddevice, and can be accessed via a wired or wireless network using avariety of communications protocols, and unless otherwise specified, canbe arranged to include a combination of external and internal memorydevices, where such memory can be contiguous and/or partitioned based onthe application. References to a network, unless provided otherwise, caninclude one or more networks, intranets and/or the internet.

Although the methods and systems have been described relative tospecific embodiments thereof, they are not so limited. For example, themethods and systems may be applied to a variety of multirotor vehicleshaving 6, 8, 10, 12, 14, 16, or more independent motor controllers 24and motors, thus providing differing amounts of lift and thus payloadand operational capabilities. The system may be operated under anoperator's control, or it may be operated via network or datalink fromthe ground. The vehicle may be operated solely with the onboard avionicsbattery 27 storage capacity, or it may have its capacity augmented by anonboard motor-generator or other recharging source, or it may even beoperated at the end of a tether or umbilical cable for the purposes ofproviding energy to the craft. Many modifications and variations maybecome apparent in light of the above teachings and many additionalchanges in the details, materials, and arrangement of parts, hereindescribed and illustrated, may be made by those skilled in the art.

What is claimed is:
 1. An integrated multifunctional dynamic displaysystem for an air vehicle that provides an interactive user experience,the system comprising: an array of multifunction visual display nodesdisposed throughout the air vehicle in communication with a wired orwireless databus or network, each node comprising: a transceiverconnecting the node to the databus or network; a processor incommunication with the transceiver; and a display element configured toalter function in response to commands received via the databus ornetwork.
 2. The system of claim 1, wherein the databus or networkcomprises a Controller Area Network (CAN).
 3. The system of claim 1,wherein each node further comprises an audio output.
 4. The system ofclaim 1, wherein each display element has a dedicated electrical powerline and a network connection and a dedicated protocol address makingeach display element uniquely addressable using network commandsenabling varying of display element output with a defined protocol. 5.The system of claim 1, wherein the processor of each of themultifunction visual display nodes comprise one or more of a centralprocessing unit (CPU), a microprocessor, or a control unit, eachcollectively programmed to activate a respective one or more of themultifunction visual display nodes based on different patterns receivedby commands to create a borderless combined display across multiple ofthe multifunction visual display nodes disposed on a vehicle.
 6. Thesystem of claim 1, wherein the display element comprises one or more ofscreens, light boards, lamps, smart windows, strips, arrays, surfaces,fixtures, beacons, LED chains, LED embedded components LCD displays,smart glass, and LED or LCD embedded surfaces.
 7. The system of claim 1,wherein the display element comprises an array of multicolor LEDS ordisplay elements.
 8. The system of claim 1, wherein one or more of themultifunction visual display nodes are disposed on interior and/orexterior surfaces of a vehicle to provide a comprehensive vehicledisplay controlled by one or more of interfaces, sensors, switches,actuators and controls.
 9. The system of claim 1, wherein the system isconfigured for a user device to accesses a control interface and inputcommands delivered to one or more of the multifunction visual displaynodes, altering output of display elements disposed on the air vehicle.10. The system of claim 1, wherein a remote processor is configured toprovide commands delivered to the multifunction visual display nodes,altering output of the display elements disposed on the air vehicle. 11.The system of claim 1, wherein one or more onboard processors or sensorsare configured to provide commands delivered to the multifunction visualdisplay nodes, altering output of the display elements disposed on theair vehicle.
 12. The system of claim 1, wherein commands delivered tothe multifunction visual display nodes, altering output of the displayelements disposed on the air vehicle are based on user informationaccess from a stored user account.
 13. The system of claim 1, whereinone or more of the multifunction visual display nodes are inward facingand disposed on an interior of the air vehicle.
 14. The system of claim1, wherein one or more of the multifunction visual display nodes areoutward facing and disposed on an exterior of a vehicle to broadcast topersons below or outside the air vehicle.
 15. The system of claim 1,wherein one or more display elements are linked to display acustomizable borderless message comprising alphanumeric charactersdigitally depicted by a plurality of display elements.
 16. The system ofclaim 1, wherein one or more multifunction visual display nodes areconfigured for wireless internet connection such that the one or moremultifunction visual display nodes accessed via air-to-ground orground-to-air networking using native processors of the communicationsnetworks or an on-board communications hub together with one or moreuser devices or one or more display elements comprising screens as auser interface.
 17. The system of claim 16, wherein one or more displayelements are configured to alter streaming characters represented byLEDS on a screen based upon downloadable output supplied usingair-to-ground and/or ground-to-air networking.
 18. The system of claim1, wherein one or more display elements comprise lamps or LEDs and areconfigured to receive command signals and/or varying voltage thataccordingly alter one or more of light color, light wavelength emitted,lighting level, light transmission through a medium, light reflection,light refraction, light intensity, light brightness, light hue,luminosity, light positioning, light direction, light focusing, lighttiming, light flashing intervals, NAV display, lighting mode, menu itemor projected message content.
 19. The system of claim 1, wherein one ormore display elements comprise lamps or LEDs and are configured toreceive command signals and/or varying voltage that accordingly alterone or more of focus, synchronization, or timing of multiple LEDS toproject light to a particular object within a vehicle interior.
 20. Thesystem of claim 1, wherein vehicle or flight data is selectivelyaccessed by operation of one or more of user interfaces, sensors,switches, actuators, control devices, touch screens, touch controls,GUIs, consoles, remote processors, user electronic devices, based uponprogrammed parameters associated with a requesting device and identifiedby the system using the processor and onboard or remotely stored data.21. The system of claim 1, wherein one or more display elements areconfigured to receive command signals that alter transmittance of a setof one or more screens or windows to adjust an ambient lighting level oropacity according to input user comfort preferences.
 22. The system ofclaim 1, wherein one or more display elements are configured to receivecommand signals that alter a set of one or more screens or windows toprovide an augmented reality display supplementing information relatedto objects viewed through the one or more screens or windows withreference to the user or the interior of the air vehicle.
 23. The systemof claim 1, wherein one or more display elements are configured toreceive command signals that alter functions according to one or moreonboard sensor outputs.
 24. The system of claim 23, wherein the one ormore onboard sensor outputs comprise output from one or more of anembedded or stand-alone air data computer, an embedded or stand-aloneinertial measurement device, automatic computer monitoring by programmedsingle or redundant digital autopilot control units, motor managementcomputers, air data sensors, temperature sensors, thermocouples,thermometers, embedded GPS receivers, GPS devices, inertial sensors,motion sensors, collision sensors, proximity sensors, pressure sensors,pressure gauges, level sensors, vacuum gauges, fuel gauges, fluidgauges, pump sensors, magnetic sensors, valve sensors, pressure safetyvalves, pressure regulators, pressure build units, monitor, air sensorsand airflow oxygen sensors fuel cell modules configured to self-measure,motor controllers configured to self-measure and report parameters usingthe databus or network and sensor devices designed to measure one ormore of air speed, vertical speed, pressure altitude, GPS altitude, GPSlatitude, GPS longitude, outside-air temperature (OAT), pitch angle,bank angle, yaw angle, pitch rate, bank rate, yaw rate, longitudinalacceleration, lateral acceleration, and vertical acceleration.
 25. Thesystem of claim 24, wherein functions of one or more display elementsare altered according to pre-programmed settings initiated in responseto received onboard sensor output.
 26. The system of claim 1, whereinoutput of one or more display elements comprises one or more of onboardwarning messages, updated notifications, emergency messages, emergencyinstructions or evacuation data.
 27. The system of claim 1, whereinoutput of one or more display elements comprises one or more of boardinglocation information, seat locating information, safety procedureinformation, entertainment use information, connectivity instructions,customized to a specific user identified by the system.
 28. The systemof claim 1, wherein output of one or more display elements comprises oneor more of a welcome message, a departure message, a destinationmessage, and last mile data customized to a specific user identified bythe system using stored user data or stored data from the userreservation and/or user devices and/or social media identified by thesystem as onboard.
 29. The system of claim 1, wherein output of one ormore display elements comprises a dynamic pattern of illuminationindicating a direction of travel to embark or disembark.
 30. A method ofproviding an interactive user experience in an air vehicle, the methodcomprising: providing an array of multifunction visual display nodesdisposed throughout the air vehicle in communication with a databus ornetwork, each node comprising: a transceiver connecting the node to thedatabus or network; a processor in communication with the transceiver;and a display element configured to alter function in response tocommands received via the databus or network; receiving, at atransceiver of a node, a command via the databus or network; andaltering the function of the display element of the node as directed bythe processor in response to the received command.